Electric drive



ELEUTHIC DRIVE Original Filed Oct. 22, 1932 7 Sheets-Sheet l Oct. 29, 1935. 1 Y. sPEAR Er AL ELECTRIC DRIVE Original Filed Oct. 22, 19.52 '7 Sheets-Sheet 1?.`

Oct. 29, 1935. l 1 Y. sPEAR Er AL v2,019,026

ELECTRIC vDRIVE original Filed oct. 22, 1932 7 men-sheet 5 oct. 29, 1935. L. Y, SPEAR Er AL 2,019,026

. ELECTRIC DRIVE Original Filed Oct. 22. 1932 7 Sheets-Sheet 4 Oct. 29, 1935. L.. Y. sPEAR Er Al.

7 Sheets-Sheet, 5

QQ l

Oct. 29, 1935. Y. sPEAR l-:r AL

ELECTRIC DRIVE Original Filed Oct. 22, 1932 7 Sheets-Sheet 6 Oct. 29, 1935. L, Y, SPEAR Er AL 2,019,026

ELECTRIC DRIVE Original Filed Oct. 22, 1932 7 Sheets-Sheet '7 Patented Oct. 29, 1935 I UNITED STATES PATENT OFFICE 2,019,020 ELECTRIC nnrvE Original application October 22, 1932, Serial No.

29 Claims.

Our invention is adapted not only to the propulsion of marine and other vehicles but also to other situations where the use of a compact, light-weight electric generating set of minimum length is desirable or necessary. While the speciflc forms of the invention herein disclosed are particularly applicable to the electrical surface propulsion of submarines, we wish it understood that the invention is not to be considered as llmited to that specific use, but ls applicable to other uses or situations.

'I'he present invention is a division of our copendlng application, Serial No. 639,120, filed October 22, 1932, and is directed particularly to a combination of an internal combustion engine and an electric generator as a power unit for submarines andother purposes.

In submarine propulsion, different conditions of operation are involved by surface and undersurface propulsion. The power-units for surface propulsion are heat engines usually of the internal combustion type. For submerged propulsion, power is drawn from a storage battery and delivered to the propellers by electric motors. The heat engines employed for surface propulsion are also employed for charging the storage battery. In submarines propelled on the surface by the electric drive system, the heat engines are connected to electric generators and the power is delivered to the propellers through the same electric motors as are used for submerged propulsion. For such installations, it is necessary to provide a generating unit which is adapted to function efficiently both for surface propulsion and for charging the storage batteries.

In the furtherance of this objective, the present invention is directed generally to the provision of a prime mover of known high eiciency, such as an internal combustion engine, preferably of the Diesel type, which is structurallyA modified and adapted, as hereinafter described, to be coupled to an electric generator for driving the same, thereby forming a powerful and efficient generating unit..

This generating unit, as disclosed by the present invention, although it may be employed in other situations and for other purposes, is particularly well adapted for submarine electric drive propulsion because of its conformance with the limitations of space and design involved in submarine construction. The unit is so constructed as to provide the most advantageous use of the engine room space which it occupies, and has certain marked advantages in compactness of assembly, accessibility of the various mecha,-

Divided and this-application March 19, 1934, Serial No. 716.288

(Cl. 290-1) Y nisms included in the unit, and embodies certain novel principles of cooling the generator and engine, and scavenging and/or supercharging the latter, which provide for emcient and economical operation of the unit.

A primary object of the present invention is to provide a light weight generating unit of minimum length which, by reason of the small engine room dimensions involved, and more particularly engine room length, is well adapted to the allelectric surface propulsion of submarines.

In the attainment of this and other objects, the important and essential feature of our invention resides in the construction of a combined enginegenerator unit. We preferably superimpose the engine upon the generator in order to gain floor space and especially in order to minimize length. The engines may be of any preferred or desired type, that is, for example, two or four cycle, single or double acting and with any desired arrangement of cylinders and driving means between the reciprocating pistons and the power takeoff shaft. When the conventional form of engine is employed, utilizing a crank shaft as the power take-o shaft, the engines may be of the substantially vertical cylinder-in-line type or the so called V-type. While it is not essential that the engine power takeoff shaft be disposed directly above and in vertical alignment with the generator shaft for accomplishing certain advantages of our invention, nevertheless such an arrangement results in a generating unit well within the limits of submarine construction and in form suitable for the space devoted to such units in types of submarines to which such units are applicable. Also, with engines of conventional construction employing a crank shaft, the

arrangement provides for disposing the head ofA the engine, where the major portion of the heat is generated, away from the generator, thereby facilitating e'icient cooling of the latter. This, in conjunction with a structural arrangement that facilitates inspection and servicing of both the generator and the engine, provides a unit especially well adapted to the requirements called for in this type of structure.

The invention is not necessarily restricted to lthe specific form of electric generator shown, as the specific design of, generators may be Widely varied without departing from the main features of our invention. 'I'he invention is equally applicable to direct and alternating current generators.

The disposal of the generator shaft below and paralleltothcpowertakeof! shaftof theengine permits o! a certain exibility of design of the two parts. Also, it permits the connection of the twoshaftsbygearratioswhichmaybesuitably selected so that the generators may be' driven at aspeedhigherthanthespeedof theprime mover shaft, andhencemaybemademorecompactand lighter in weight.

Insteaddgearaotherformsofconnections between the shafts, such as chains or multiple belt drives or the like, suitable for providing the desired drive ratio independently of the distance between the shafts, may be employed. 'I'his freedom of generator speed also simplies the problem of positive ventilation of the generators, to be described later on. 4

Another important object of our invention is to provide simple and eiilcient means for controlling the temperature rise of the generator. In view of the substantially enclosed nature of the generator under, or at the base of the prime mover, the unavoidable development of heat by current ow (PR) presents an unavoidable problemvof ventilating or cooling the generator. 'I'he mediumgnormally used for such cooling is air. Under certain conditions of installation, the necessary supply of clean air at suitable temperature and dryness may be obtained from the atmosphere; under other conditions, it is n to use a closed circuit system whereby the cooling air, after passing through the generator, is cooled bybeingthroughaheatexchangerin thermo-contact with cooling water or the like.

Asameansforobtainingthisandotherobjects, the generator cooling devices and fluid passagewaysare combined, so far as possible, with the frame and corresponding structure oi the vehicle and the frames ofthe power units.

Afurtherobjectistoemploy,if desired,theair -which cook the generators for supporting commeans of accomplishing this object and other objects, we employ. Wherever possible, structural partsinadualcapacityformeetingthevarious -structuraland functional requirementsoi the powerplantandthecontainingframe.

Illustrative features'in this connection are the employmentofthe enginebaseasahousingfor the generator and as a generator tunnel, utilising the frame of the unit as' oil storage and cooling space; theuofthelowerplatesofthe supportingframeaseacradleforanangularly adjustable generator frame.

Other and incidental objects and. advantages of the present invention will become more apparent from the followirm detailed description, and the appended claims.

Now, -in order to'acquaint those skilled tn the artwiththemannerof-constructingandoperatinganelectric drive or propulsion device embodyingourtnventimweshelldescribeinconiunction with the accompanying drawings, an emv bodimentoftheinvention. v

Inthedrawings: 1 ll'lgurelisasideelevationalviempartlyin section, of 'an embodiment of one phase oi our invention in simple elementary form.;

Figure 2 is a cross sectional view of the same, takenonlineZ-ZofFlgureh Figure 3 is a perspective view of the device shownin Flgures1and2;

Figure 4 is a side view of a modiiled embodiment of the invention in which the engine is disposed above and offset laterally with respect to the generator, with parts of the generator 1n housing broken away.

FigureisacrosssectionalviewtakensubstantiallyonthelineS-ofFigurei:

Figure 6 is a side view, partly in section, of another embodiment: l5 Figure 'I is a side elevation, with parts broken away, of another embodiment;

Figure 8 is a vertical section taken on the line .-8 of Figure 7;

Figure 9 is a side elevational view with the gen- 2o erator tunnel in section showing a modiiled arrangement of the engine-generator unit;

ligure 10 is a vertical longitudinal sectional vlewthroughamodiiiedtypeofunitshowing another manner of mounting the same; '25

Figureiiisanendelevanonalviewofamodifled form of power unit the invention;

Figure 12 is a longitudinal vertical section through the engine unit shown in Flgure'll taken substantially on the line I2--I2 of the 3c Ylattergure;

Figure i3 is a fragmentary crossPsectional view throughtheengin'eunitshowninFlgux-e 12,i1lus trating the engine frame and crank case construction and showing also the mounting of the 3: shiftable generator ileld in the generator tunnel;

Figure 14 is an end elevation of the opposite end of the engine unit shown in Figures 11 and 12;

Figurelisaside elevationalviewofanengine 4( unit employing closed circuit cooling for the generator:

Figure 16 is an end elevation of the unit shown in Figure 15; and

Figure 17 is an end elevation of a modied type 4g of unit employing closed circuit cooling for the generator-- Itistobenotedthatthereareanumberof inescapable requirements which explain the character of certain features of the invention, in the 5( form herein shown, which might otherwise be treated with greater freedom. For example, the greater length of crank shaft than generator shaft is largely due to the fact that for balanced engine operation four or more crank throws are 5.' employed to gain a substantially balanced engine. Thisresultsinalengthoi'crankshaftwhichls greater than the length of the generator shaft.

Also, in the preferred use of the invention, that o( is, for submarine propulsion or the like, the electrical system will preferably involve the use of direct current electrical apparatus and in submarine service will utilise storage batteries for undersurface operation. In the forms which ce have been illustrated, direct current generators are shown. In the system of submarine propulsion to which om' present invention is preferably A applied a storage battery of relatively large capacity is required, and in the preferred design'n we employ one or more groups of approximately 120leadacidbatterycellsinseries, givinga nominal voltage of appromately 240 volts. In order to charge the battery the generator must have a higher voltage, for example. 325 volts. and 71 this controls to a large degree the character of the generator, for each generator is made with a voltage suitable to charge the storage battery. This explains, largely, the reason for certain proportions appearing in the embodiment we have selected to illustrate our invention. We wish it distinctly understood that while we have'illustrated a construction of certain preferred forms, with certain working requirements in mind, in such installations as the workings required may be modified, the embodiments of the invention are to be freed from the limitations imposed by such requirements. Moreover within the same requirements, it is to be understood that modifications of our invention are contemplated. For example, in other adaptations, the electric generators may feed the current directly to electric driving motors, instead of to a storage battery or the like and hence the generators are driven whenever the vehicle is driven.

Referring rst to Figures 1, 2, and 3, we have shown therein a prime mover I which is a four cylinder engine of the injection type, of known or preferred construction. This engine has a frame including the crank case 2 providing bearings for the crank shaft 3. The engine frame is supported upon a base 4, which base 4 constitutes a hollow frame providing a generator tunnel 5, in which there is disposed a. generator 6.

We have herein illustrated the crank case 2 of the engine as having a longitudinally extending flange 1 at each side, these flanges in turn resting upon cooperating anges 8 on the base frame 4, a depression in the upper part of the base frame at 9 providing clearance for the bottom of the crank case 2. Obviously, this manner of mounting the engine upon the hollow frame which constitutes the housing lor the generator may be widely varied in detail, as will appear later. The base frame 4 is split horizontally into two main parts, I and I2, provided with suitable longitudinally extending fianges adapted to receive any suitable means for clamping the parts together. The frame of the generator which supports the field coils I3 may be made integral with the parts of the base frame 4, or it may be made of separate parts secured thereto. We have herein shown the upper half I4 of the generator frame as formed integral with the base portion I0, and the lower half of the generator frame as made of a separate member I5, provided with flanges I5, interposed between the flanges of the top and bottom portions I0 and I2, respectively, of the base frame 4.

The armature I1 of the generator 6 is mounted on a shaft I8 which has bearings I9 and 20 formed integrally or otherwise rigidly with the base frame portion I2. Suitable brush rigging 23 for the commutator 22 is mounted upon stationary parts of the frame 4. The crank shaft 3 and generator shaft I8 are geared together by a set of gears 24, 25, respectively, these gears being of any suitable character, such, for example, as spur gears or herring-bone gears, or may consist of a multiple V-belt drive, sprocket and chain, or any other preferred connection, which we broadly designate by the term driving gear.

The gear arrangement may be modified as by the inter-position of an idler gear between the main gear and pinion, and the gear ratio is governed by the selection of the diameters of the gears, pulleys or sprockets, all as well known to those skilled in the art. By this parallel relation of prime mover shaft and generator shaft a compact unit of minimum axial length is provided,

and the speed of the generator shaft may be suitably selected by design of the driving gear.

The gears 24 and 25 inthis case are enclosed in a housing 26 which may be removable. This housing cooperates with a wall 21 at the end of the generator tunnel to provide a lubricant-tight chamber for the gears. The sides of the base section I0 are provided with inspection openings 28, as shown in Figures 2 and 3, said openings on each side being provided with removable doors permitting access to the interior of the generator tunnel.

Likewise, the end of the tunnel may be opened by removal of the door or cover 29. The frame 4 constitutes an extension of the engine frame to the foundation for the unit, and in this case the frame is arched over the generator or saddled upon the same by direct vertical superposition. The ily-wheel 30 of the engine is disposed at the opposite end of the crank shaft 3 from the gear 24.

. In Figures 4 and 5 we have illustrated an embodiment in which the generator is disposed at the base of the engine, but at one side of the same. The base 4a supports the engine I in a manner substantially as above described in connection with Figures 1, 2, and 3, but the generator and its cover are disposed at one side of the base 4a. This base has a semi-cylindrical portion 32 adapted to receive the bottom half 33 of the generator frame, and the top half 34 of the generator frame is extended to lorm a semi-cylindrical flanged cover for the generator tunnel. The joint between the cover 34 of the base portion 32 is disposed in a plane which is at substantially 45 degrees from the vertical, the bottom portion of the frame providing bearings 35 and 36 which are shown as provided with notches covered over by the top section 34 when it is in place. The shafts 3 and I are connected together by suitable driving gears such as the gears 24 and 25, covered by a suitable housing 26a. Whereas, in the form shown in Figures yl, 2, and 3, in order to remove the armature of the generator it is necessary to lift off the engine A I and raise the top section II) of the base 4, in the arrangement shown in Figures 4 and 5 the engine may remain on the base 4a and access can be had to the generator armature merely by lifting the top section 34, which constitutes the top of the generator frame and a cover for the generator tunnel 5. The width of the unit shown in Figures 4 and 5 is greater than that shown in Figure-s l, 2, and 3, but its height is less, and it may be used in situations where less head room is available than would be required for a unit of the type shown in Figures 1, 2, and 3.

Since the generator is heated by the passage of current therethrough (12R loss), and is completely enclosed, it would tend to overheat if operated at any considerable load.. Ventilating and cooling is necessarily resorted to in order to carry off the heat. Aand serves also to dispose of such particles as copper, carbon, or the like which result from wear at the commutator of the generator. Our construction is well adapted to this purpose, since the generator tunnel provides room for a blower, and also, if desired, provides room for a heat exchange device, or cooler, as shown in Figure 6.

We provide two methods of cooling the generator, which two methods may be employed together or separately. The first is the employment of the engine suction to move air through the generator and the second is to employ a i cooler s1, consisting preternblyof a drum-shaped cooler, through which water is circulated, with air conducting tubes extending between the heads ofthedrumfortheewayoftheairtobe cooled. is Provided. Such a drum-shaped cooler or. heat exchanger may be supplied wlthrwater from the tender of a locomotive, or in a marine vehicle by Aany convenient pumpand connections (not shown) known in theart. i 'I'he generator shaft AI8 is providedwith'a blower; in this case shown as a fan 81a, for compelling the circulation of air through the cooler l1, and thence through the generator 8; thence upwardly through openings indicated at 88-48 on each side of the vertical plane of the top section I4 of the generator tunnel. .Y

Similar openings may be provided leading to the space 8 between the engine crank shaft and the base l. the air driven generator and through the openings 38-38, then through the longitudinal passageways SL48, shown in Figure 2, and back into the generator tunnel through opening lll at the forward end of the cooler 8l. Thus a closed circuit for the ow of cooling and ventilating airis provided.

In the form shown in Figures 'I and 8, the cooler 81h has been set in the base la and the fan or blower 31a is driven at a higher speed than the generator shaft I8 through the step-up gear 48, which is disposed in the generator tunnel 5, the bearing I8 in this case being moved closer to the generator 8 and the step-up gear l5 having a casing or housing forming a support for the gears contained therein. 'Ihe stepup gear shown comprises a large gear on the generator shaft driving a pinion on the idler shaft II, the idler shaft having a gear driving a pinion on the blower shaft l1. Obviously, instead of this spur gear form of step-up, an epicyclic or concentric type of step-up gear may be employed, or any other form of step-up gear suitable for the purpose may be utilized. 'I'he fan, or blower 81a, may move the air through the generator I through an opening. in the side wall such as l2, through the cooler 31h, and back into the generator tunnel through the opening 4 3. 'i'he direction of air movement is not important. This arrangement provides a closed air circuit for cooling the generator.

Itiscobeunderstood um afan sndsneat' exchanger, such as the exchanger 81h disclosed in connection with Figure 8, may be employed in the generator tunnel l of Figures i and 5, in the space between bearing 88 and the generator I1. This constitutes a construction substantially similartothatshowninFigureG. exceptthat in Figure 6 the generator is disposed below and at the side of the engine I. Also whereas Figure 6 shows a closed air circuit, Idgure 4 indicatesanopencircuit. InFigures'Iand8.the cooler 81h may be in the generator tlmneLinsteadofbelow-thebaseofthe engine I, if desired.

I'he cooling and Ventilating of the generator maybedonewlthanopen circuitcooling now, or a closed circuit, as previously described, and wethereforedonotintendtobelimitedtothe specinc closed circuit type o! cooling herein disclod. Alsothe air may be moved through the generator in whole or in part by the engine suction. Even if the engine be scavenged and supercharged under a pressure above atmosphere, nevertheless the engine suctioni. e., the displacement of the piston in the cylinder in moving the air through the generato AInl."lgure9wehaveshownantin whichthecoolingainafteritthroughthe generator, iedelivered into the intake 14 ways ofthe engine for supercharging and scavenging. whichis here shown is of the mjection type, -for example a Diesel engine. It has an air-header 48. one end of which is connectedthrough valve Isa to the l: air connection 48, which connection communicates with the interior of the generator tunnel through'anopening I0 formedinthetop section Il of the generator tunnel. The opposite end of the header 48 is controlled by a valve l2. By 2| closing ot! the valve 48a and opening the valve l2, air is drawn at atmospheric pressure into the intake passageways of the engine. The generator tunnel may communicate through a valve I8 with an outlet pipe for 1 1 lating and cooling air after its contact with the generator to some other point if it is not desiredto deliver it to the intake eway of the engine. 'I'he inlet end of the generator has a revolving adjustable shutter or register ii through which 3| air is drawninto the tunnel by-thefan orblower 81a. It is to be observed that the fan or blower 31a is illustrated more or less diagrammatically and its specic form may be widely varied to suit conditions, or the particular de- 3i sign desired. The shutter i5 has openings Il adapted to cooperate with spaced openings in the end of this tunnel,l and is adjustable by means of the worm gear 58 operated by the control shaft l1, which worm engages a portion of the 4I geared periphery l5' of the shutter to rotate the shutter into position with respect to the slotted end of the tunnel. In this manner, any desired quantity of air may be admitted to the tunnel.

Considering now Figure 10, this embodiment 4i shows another method ofmounting the engine and cooperating generator, when it is desired to conserve headroom, the generator in this case being molmted below the door level of the hicleinwhichtheunitistobeused. M In this t, an engine indicated at I, which has an intake manifold indicated by the numeral I8, corresponding to the intake manifoldl8ofliigure9,isdisposedinarecessedportion Il of a iloor 88 of a vehicle, such as a loco- 55 motive, submarine or the like. The y-wheel 88 oftheengineisshownasdisposedinthisre cesaandanintegralpartoftheoonoran upwardly extending flanged portion 8l, is adaptedtoformahousing forthe gear 24 carried byoti the crank shaft of the engine, and the gear 25 which is secured to the generator shaft I8.

The generator unit is shown as mounted below the engine housing, the shaft I8 being supported upon suitable bearings, such as 88, the genera- 0l tor itself being indicated by the reference numeral 8. A step-11p gear 81 is provided between the shaft I8 of the generator and the shaft `88 which is connected to the impeller blower 88. Tmsshartisslmporceduponbearlngss. m10 Step-upgearservestoincreasethespeedofrevolution of the shaft 88 with respect to the shaft I8, to provide-an induced draft through the impeller 88. Thus, air drawn through the inlet opening 88 of the generator tunnel l is forced 7| past the generator to cool the same, and upwardly through the impeller in to the chamber l2 and thence through the conduit 03 to the intake manifold 40 of the engine.

However, if desired, the impeller or blower B9 could be omitted, and the suction produced by the engine I could be employed to draw air through the inlet opening 90 and upwardly through the conduit 93 to the intake manifold40 of the engine. thus providing a method of cooling the generator unit and at the same time supplying the necessary air through the generator to the engine, if generator capacity and'compact-A ness of design are not essential.

It will be noted that the entire generator unit, as well as the lower or crank case portion of the engine I, is disposed below the oor level B3 of the vehicle, thus providing a unitary structure requiring little or no headroom, which may be desirable in certain types of vehicles. If desired, the end of the generator tunnel which encloses the impeller 09 might be left open, and provided with a screened closure member the movement of the vehicle could result in a forced draft air past the-generator, which might then be co ected through suitable connections, (not shown) to the intake manifold 48 of the engine, thus the motion of the vehicle cooperating with the suction of the engine to provide a draft of cooling air past the generator.

Considering now the, embodiment ol.' the invention disclosed in Figures 11, 12, 13, and 14, we

have herein disclosed a V-type of engine, which may be either an internal combustion engine or' an injection engine of the Diesel type. This engine is indicated by the reference numeral 10. This engine is provided with a circular plate 45 which forms the bottom wall of the engine base frame corresponding to the frame 4, as shown in the earlier embodiment, which is disposed interiorly of the outer defining walls H0 and H2.

The horizontal transverse frame plate I for the engine has a semi-cylindrical groove or depression 62, forming the lower half of the generator tunnel 5 for the unit. Transverse vertical frame plates |03 and |04 at the ends of the groove or depression 62 form bulkheads defining oil storage or other liquid storage chambers.

The upper half of the generator tunnel 5 is formed, as shown more in detail in Figure 13, by a circular plate 45', which forms the bottom wall of the engine base frame corresponding to the frame 4, as shown in the earlier embodiment. The engine base frame here designated is built up of the semi-cylindrical shell or Wall 45' and outer walls H0, H2, between which are provided stiffening frames, such as H3 and H4. A longitudinally extending wall H5 at the right of Figure 13 is joined at its lower end to the semicyiindrical wall 45', and at its upper end to the wall H2, the juncture forming a ange IIB to which the flange H1 of the upper half of the crank case of the engine is secured.

This wall H5 is preferably imperforate. A similar wall H5 upon the opposite side is joined at its upper end to the outer wall H0 to provide a second bolting flange H6. This wall H5 is preferably also imperforate. Oil from the engine crank case is preferably withdrawn by a pump (not shown) and is discharged into the chamber H0, this space servingA as an oil reservoir for the engine. The opposite side of the engine base may be similarly utilized. An oil cooler |20 forming'a heat exchanger between the oil and the jacket water of the engine is disposed in the chamber IIB. This regulates the temperature oi the oil.

It is to be observed that the generator is of considerable less length axially than is the engine, and the Ventilating tunnel which formed 5 in part by the concaved extension of the crank case of the engine is exposed to the current of air circulated through the generator. The oo oling and Ventilating current of air which maintains the temperature of the generator at a suitable value is capable, at the same time, of carrying oil' excess heat in the crank case. This is a feature of considerable value, as a fairly extensive surface of the body of lubricating oil is exsed to the cooling'current of air in the gen- 15 erator housing and tunnel.

The opposite side of the saddle-shaped frame may likewise be employed for oil storage and temperature control, if so desired. An inspec-` tion opening |22 is formed through the right 20 hand side as viewed in Figure 13, this opening having a suitable cover |23 removable to permit inspection of the commutator armature and field windings of the generator 6. A similar inspection opening, with removable cover is provided 25 for access to the rear bearing and the step-up gear 45, as shown in Figures 11 and 14. The generator has a cylindrical steel frame |24, which is supported on anti-friction bearings or rollers I-I25, mounted on a semi-cylindrical wall 30 62 to permit the frame to be turned angularly, as by means of a worm and gear (not shown) and to be locked in position for normal operation.

The brush rigging is not shown in Figure l2, but it will be understood that it may be mounted rigid with the eld frame |24, or otherwise disposed in suitable position to cooperate with theL commutator 22, and may be adjusted rotarily for inspection and service as the field frame is turned.V` 4

The bearings I9 and 20 are provided by suitable pedestals |25 and |21, which fit in the groove or depression in frame 6|. 'I'hese pedestals are supported upon the cylindrical shell 62, which in turn is supported by the transverse vertical frames, such as |03 and |04.

The step-up gear 45 is disposed between the bearing 20 and the adjacent end of the tunnel 5 to bring the shaft of the blower 65 into axial alignment with the armature shaft I8, that is, substantially concentric with the cylinder tunnel 5. The housing 66 of the blower 65 ls mounted upon a tubular neck 61, the end thereof telescoping into and being connected to the end of the tunnel 5. The housing of the blower 65 55 has a tangential discharge connection which communicates with the pipe 60, this pipe in turn being connected to a super-charge air header leading to the intake openings of the respective cylinders of the engine. 50

The engine herein shown is illustrated as of the 8-cylinder Diesel type, although this is optional. The super-charge air header 48 communicates by two branches with the two sets of engine cylinders of each engine, each blower be- 05 ing individual to its engine.

At the air intake end of the tunne1 5 we pro vide a valve in the form of an air register, comprising a slotted plate l I, with which a movable slotted plate 12 cooperates, the movable plate 70 I2 being provided with actuating means similar to those shown in connection with Figure 9, comprising a worm which is operated by a hand wheel disposed outwardly of the unit. The plate 1I is disposed back of the bearing I9, and in adu vanceofthegeneratort. Itspurposeistocontrol the ilow ofairthrou'ghthegeneratorand to control the rate of super-charging.

Theairusedforcoolingthegeneratnrofthe present invention may be circulated thrmigh' the generator tunnel by means of the blower 0l, which may be supplemented by engine suction, ifdesired. Forexample,inll'igurel2,theblower 0B, supplemented by engine suction effective through the super-charging header and manifold 69,-willinducea draft of air throughthe cooperatinginplaces1|and12.pastthe generator 0, which air at the same time comes into contact with theV undersurface of the crankcase of the engine. Since enginevsuction alone is not feasible to etl'ect this circulationof air, except in units where compactness of design and large generator capacity are not mential, the blower 93 serves the dual purpose of providing aiiowofcoolingairpastthegeneratorandthe externalsurfaceofthecrankcasetocontrolthe temperature thereof, and also provides a superchargingor scavenging i'wtothecylinders of the engine, together with or in addition to the air normally supplied thereto. This method of controlling the temperature of an enclosed engine generator unit is, we believe, broadly new.

The engine has at the air intake end of the tunnel 5 a gear V2l which meshes with a. suitable idler, and the idler in turn meshes with thegenerator pinion 29. A suitable gear case 'I8 forms a closed housing for the gear, the idler and the pinion, a portion of the same being shown in Figure 12. This gear case is adapted to'contain a quantity of lubricant. Y

An oil pump |40 driven from the end of the crankshaftoftheenginedrawsoilbyway ofthe pipe |42 from the sump H9 formed in the hollow base of the engine frame and discharges the same through the oil filter |03. and pipe I into the lubricating oil cooler |20. From thence the oil is distributed to the bearings of the engine.- The jacket water is drawn from the engine jacket by the manifoldv pipe III from each side of the engine into the intake |40 of the jacket water pump 59. A standpipe |41 leads to an overhead makeup water tank Ill, disposed at a suitable height ofpipe |52 andbranches |03 and Ill leadingto` the opposite sides of the engine for cooling the Jacket.

A second water circulating pump |3 which has its intake connected to a suitable source of water supply. water through the pipe |95 to the top of the heat exchanger |30, water passing down through the tubes of the heat exchanger and returning again'to the top, and being discharged through the pipe |56 which leads, at thenppodte end of the engine, to the jacket of the exhaust pipe. The two exhaust pipes from the two sets oi cylinders of the engine are manifolded together aswill be described later. In Figurellwehaveshownthepipes Ill leading totheexhaustmanifoldsldisposedoneach side of the engine, and we have also illustrated thepipe lll asbeingdirectedtowardtheintake manifold |99 of the engine.

Figures 15 to 17, inclusive, illustrate a modiiied of our invention in which the cooling circuit for the generator is a closed circuit, air being moved through the generator and through a heat exchange device, as disclosed in Figures 6to 8. Theheat exchangedevice iscooled bywater fromthecirculatingpumnsuchasthe pump |3| heretofore described. The air supply arrangementis modiiiedinthattheairforsupercharging and scavenging is providedby an individual blower taking the air'preferably from belowasupportingdeckstructureorthelikewhen the invention is embodied in a submarine application, through a high speed blower driven from thecranlshaftoftheengine. Theni for cooling the jacket water;V through a heat exchange device fed from the circulating pump |3| issubstantiailythesameasdescrlbedintheimmediately preceding embodiment. The circulation of Jacket water and the circulation of lubricating oil and cooling of the same is substantially identical with the preceding t. The engine is disposed above the main personnel deck of a submarine, or of a marine vehicle. and the generator is disposed therebelow. The crank shaft of the engine is preferably, but not -necessarily, on the plane or the longitudinal axis oi the vehicle. The drive of the shaft of the generator 0 through suitable gears smh as illustrated inFigure l2 isthesameinthepresentembodlment as that in the preceding embodiment. Upon the end of the generator shaft i3, at the right as viewed in Figure 15, a cooling fan or centrifugal blower |90, 'with a suitable blower casing, is

v mounted in a chamber |9|. The end wall of the chamber has a pair of heat exchange devices 92 and |93 placed one behind the other and across the air way, the heat exchange devices being cooled by water from the pump |3| through the pipe |94 and branch pipes |95 and |90. The

branch pipes have suitable valves therein to control or shut of! the ow to the respective heat exchange devices |92 and |93, respectively. 'Ihese branch pipes lead to the bottom of the heat exchange devices, andthe upper ends of the heat `exchange devices are connected by outlet pipes |91 and |90, respectively, to the branches |99 and 200 of the exhaust manifolds |58. Suitable lalves are provided in these outlet pipes for control of ow therethrough.

The air which is forced through the heet exchange devices |92 and |93 by the fan |90 enters an outlet nozzle 202 at the end of the generator, and this outlet nozzle is connected by a conduit 203 leading back to the opposite end ofthe generator housing where a diagonally arranged elbow 209 opens into the generator housing between the outer shell 02 oi'A the same and the gear box l0. The fan is preferably a multi-vane blower having a suitable volute casing as indicated in dotted lines at 200 in Figure 16. Obviously, any suitable fan or blower may be-employed. The cooling water discharged by the pump 3| through -the corresponding heat exchange devices is also led through a pipe corresponding to pipe |91 to the exhaust manifold of the engine. Obviously, if desired, other disposition may be made of cooling water from either the heat exchange devices |92, |93, which cool the air circulating thru the generator 9, or of the cooling water from the heat exchange device, such as |30, which cools the jacket water of the engine. It may, for example, be discharged other than through the exhaust Pipe jackets or the exhaust Bille. The heat exchange devices |92, |93 may be of any suitable type,preferablybeingoftheilnandtube type, howrventoprovidealargesuperiicialareafor engagement with the circulating air for cooling the generator. The heat exchange device is arranged in two sections for safety and convenience of repair.' In Figure 15 I have shown a source of water supply controlled by the valve |60 for supplying water to the pipe |3I.

The air intake for the engine unit is through an individual connection and a blower, taking air from below the deck or floor level ISI and delivering the same to the intake passageway of the engine. Standpipes or louvres |62, communicating at their upper ends at points well above the bottom of the upper chamber are disposed in the engine space, leading to the space below the oor ISL-which space forms an intake chamber. substantially at atmospheric pressure or slightly below the same, for the engine. Referring particularly to Figure 16, the "intake for the engine lll shown therein comprises an elbow tting 2|! communicating at its lower end vertically with an opening through the deck IBI, and at its other end, horizontally with the intake of a high speed blower 220, which blower is driven at a speed above that of the crank shaft through suitable gears not shown. A volute casing 222, within which the blower 22u is contained, has a delivery pipe 223 leading to'the intake manifold of the engine. The blower 220 is preferably a multi-,vane type blower, and the arrangement shown confines the noise of the same chiefly below the floor IBI.

Considering the embodiment of the invention disclosed in Figure 17, a closed type of air cooling system for the generator tunnel' is herein provided, which, however, has the heat exchange device 224 disposed outside of the tunnel of the housing, and connected thereto by a volute elbow 225 and a second elbow 226 leading into the heat exchanging device 224. Suitable inlet and outlet connections indicated at 221 and 228, respectively, provide for circulation of cooling medium to the heat exchange device 224. In its other respects, this embodiment is similar to the embodiment shown in Figure 16, and a detailed description thereof is not believed warranted.

It should be noted, in connection with the embodiment of Figures 15 and 16, that the generator base is supported upon suitable framework, which is provided with openings i64 and |65, which are adapted to be removed to provide for access to the underside of the generator housing.

It is also apparent, in this embodiment, that the circulation of air through the generator tunnel may be such that a portion of the air is bypassed into the inlet opening 2I9 for passing some of this air to the intake manifold of the engine for supercharging `or scavenging of the same. Also, an open air circuit may be provided in the same manner.

We are aware that many changes and modiflcations, both in structure and in operating requirements, may be made, involving departures from the preferred embodiments of the invention herein disclosed, and we therefore do not intend to limit ourselves to the exact details shown and described herein, but only in so far as limited by the scope and spirit of the appended claims.

We claim:

l. In a device of the class described, an internal combustion engine having a, power take-off shaft and a working cylinder, an electric generator having a rotor shaft parallel to the take-off shaft, driving connections between the take-off shaft and rotor shaft, said generator having a stator structure surrounding the rotor shaft and a frame member enclosing the generator and having a portion thereof extending Vupwardly for supporting the engine abollre the generator,

the working cylinder beingfdisposed on the side of the take-off shaft opposite that of the rotor shaft. v

2. In combination, a vertical internal combustion engine having cylinders, a single crank case 10 and a crank shaft below said cylinders, a generator below the crank case having a rotor shaft parallel to the crank shaft, and having a stator,

a frame forming an enclosing housing for the generator providing bearings for the rotor shaft and constituting a rigid extension of the crank case of the engine, a driving gear between said shafts and a closed housing for said gear supported on said frame, said frame being divided on a plane extending substantially through the 2o axis of the rotor shaft.

3. In combination, an internal combustion engine having a crank shaft, a crank case therefor and cylinders disposed substantiallyvertically above the crank shaft, a hollow frame connected to said crank case for supporting said engine, said frame forming a generator housing and Ventilating tunnel beneath said engine and within the axial extent of said crank shaft, agenerator disposed in said housing, said generator 3o having a rotor shaft, bearings on said frame for the rotor shaft, a driving connection between said shafts, an air cooler, and air impelling means within said tunnel driven from said generator shaft for moving air through the tunnel to cool the generator, said means including a blower operated from the generator shaft for circulating air in substantially a closed circuit through said cooler and said generator.

4. In combination, an internal combustion engine having a crank shaft and a crank case therefor, a hollow frame disposed beneath and engaging said crank case for supporting said engine, said frame forming a closed generator housing, a generator. disposed in said housing, said generator having a rotor shaft bearing on said frame for the rotor shaft, adriving connection between said shafts, and air impelling means within said housing driven from said generator shaft for moving air through the housing to cool 5o the generator, said engine having an intake passageway including a blower for causing air to flow through the generator to cool and ventilate the same, and means for conducting the air from said generator into the intake passageway of the engine.

5. In combination, an internal combustion engine having a power take-off shaft, a housing therefor, a hollow frame forming an extension of the housing and constituting a generator (',0

housing and air tunnel disposed in parallel vertical alinement beneath said housing, a generator disposed in said generator housing and having a rotor shaft driven by said engine shaft, an air cooler disposed in said hollow frame, and er, means for circulating air through said air cooler and generator.

6. In combination, an internal combustion engine having a crank shaft, a hollow base frame for supporting said engine in elevated position, said base frame comprising a generator housing and an air tunnel, a generator in said housing, said generator having a. shaft driven by the crank shaft, an air cooler disposed in said housing endwise of the generator, said housing and tunnel providing a closed circulati' for air through the cooler and the gen blower driven from the generator shaft for circulating air in saidcircuit, and a step-up gear disposed in said housing r. for driving said blower' fromthe generator shaft.

1. In combination, an internal combustion enginehavingacrankshaftandanengine frame.a

hollow base frame for supporting said engine fram'e in elevated position, said base frame prom viding a generator housing, a generator in Asaid housing, said base frame also providing an air cooler housing, an air cooler in said housing. said cooler and generator being disposed side by side below the engine and having air conduits for prom viding a closedcirculation, said generator having a shaft driven by the crank shaft, a step-up gear disposed within said air conduit and a blower operated by said gear and forcing the air through said circuit.

:o 8. In combination, a tubular generator tunnel,

an internal combustion injection engine superposed on said generator tunnel, a power take-off shaft for the engine extending longitudinally of the tunnel, a generator in the tunnel, said generata tor comprising ,a stator structure adjustably mounted in said tlmnel and a rotor structure having ashaft, bearings in the tunnel for said shaft,

A said bearings being at. the intake end and at a point intermediate of the ends respectively of the :a tunnel, a step-up gear between the second bearing and the discharge end of the tunnel, and a blower having its intake at the discharge end of the tunnel, said blower having a shaft driven by said generator shaft through said step-up gear :in and having a discharge connection communicating with the engine for delivering to the intake of the engine the air drawn through the generator tunnel.

9. In combination, a tubular generator tunnel,

\. a generator therein, a prime mover disposed above said generator comprising an vinternal combustion engine having a saddle shaped depending power shaft housing forming a part of the generator tunnel, said generatorv and prime mover 4.'. having parallel vertically spaced shafts, a driving connection between said shafts disposed at one end of the tunnel and a blower driven by one of said shafts disposed at and communicating with the other end of the tunnel for moving cooling :in air through the tunnel in contact with the generator and the crank case, said generator tunnel being divided on a. substantially horizontal plane passing substantially through the axis of the generator shaft.

,-,5 10. In combination, an engine-generator unit having an engine provided with a substantially horizontal shaft, a'generator having a substantially horizontal shaft adjacent to and below the engine shaft, a driving connection between said 50 shafts, a frame for the engine and a frame for the generator, said frames being connected together, a tunnel for the generator, said generator -having an amature shaft, a blower connected to said armature shaft, a conduit leading from one end of the generator tunnel to the other, a heat exchange device for cooling the air propelled by f aoiaose a hollow frame for supporting the engine above the generator and for supporting the generator, said frame being divided longitudinally on substantially the plane of the rotor shaft to permit removal ofthe rotor shaft in a direction lateral g to its axis, said hollow frame providing a generator housing and Ventilating tunnel extending the full length of the engine, a blower for moving airthrough said tunnel to ventilate the generator, and a heat exchanger disposed transversely 10 across the bore oi' said tunnel for cooling the circulating air which ventilates the generator.

l2.A In combination, a vertical internal combustion `engine having a horizontal crank shaft and a depending crank case, a generator having a horizontal rotor shaft, and a frame disposed about said generator and having means engaging the depending crank case of the internal combustion engine for supporting said engine above the generator, said frame having a passageway there- 2o through forming a generator housing and ventilating tunnel, said generator being disposed in said Ventilating tunnel.

13. In combination, an internal combustion engine havingcylinders and a substantially horzontal power take-off shaft, a generator having a substantially horizontal rotor shaft disposed below the power shaft, and a hollow frame supporting the engine above the generator and forming a generator' housing and Ventilating tunnel, 30 said generator being disposed in said housing, the engine cylinder, power shaft and rotor shaft being disposed substantially in vertical alignment, and the frame being parted longitudinally to permit removal of the power shaft and of the generaas tor shaft each laterally with respect to its longitudmal axis.

14. In a device of the class described the combination of a multi-cylinder -internal combustion engine having a single crank shaft, a generator 40 of less axial length than the crank shaft, said generator having a stator frame, a rotor and a rotor shaft disposed parallel to the crank shaft, means providing an enclosing housing and ventilating tunnel for said generator, said means comprising an intermediate frame having at its upper end a downwardly concaved recess for receiving the engine crank shaft and serving as a crank case, and at its lower end an upwardly concaved recess forming the upper part of the 5o generator housing and Ventilating tunnel, a base member cooperating with said' intermediate frame, said base member having a downwardly concaved recess forming the lower part of the generator housing and ventilating timnel, said as generator being enclosed within the generator housing and ventilating tunnel, and means for forcing air through the Ventilating tunnel to cool the generator and to cool the engine crank case.

15. In combination, a plate having a trough formed therein, a vertical internal combustion engine having a crank shaft, Aa crank case for the engine, said crank case having a depending hollow arched extension disposed over said trough and forming therewith a generator tunnel, a gen- Q5 erator disposed in said tunnel, said generator having a shaft disposed belowand driven by the crank shaft and having a frame supported in said tunnel, said hollow arched extension of the crank case providing a sump for lubricating oil for the 7o engine.

16. In combination, an internal combustion engine having a crank shaft. an electric generator havingarotorshaftdisposedparalleltoandat one side of said crank shaft, a hollow Bh'uctural $5 support for said engine having an. inclined trough-like portion, means in said trough-like portion for supporting said generator and rotor shaft. driving connections between said shafts, and a complementary housing fitting over and detachably secured to said trough-iikefportion and forming an enclosing air tunnel for said generator and rotor shaft.

i7. In combination, an internal combustion engine having a horizontally extending crank case, means for supporting said engine including a semi-cylindrical upwardly concaved trough-like member and a downwardly concaved complementary trough-like member forming a substantialLv cylindrical horizontally extendinglair tunnel, a rotor shaft disposed in said tunnel, a generator mounted on said shaft, a field frame for said generator mounted in and secured to said tunnel-forming members, and brush rigging for the commutator of said generator secured to said tunnel forming members.

18. In combination, an internal combustion engins having a horizontally extending crank case, means for supporting said engine including a semi-cylindrical upwardly concaved troughlike member and a downwardly concaved complementary trough-like member forming a substantially cylindrical horizontally extending air tunnel. a rotor shaft disposed in said tunnel, a

generator having a rotor mounted on said shaft,

and a field frame for said generator rotatably mounted on said latter trough-like member.

i9. In combination, a transverse air trunk. means defining a generator tunnel communicating with saidl air trunk, an internal combustion engine mounted on said tunnel dening means, a generator in the tunnel having a rotor shaft, said engine having a driving shaft geared to said rotor shaft, a Jacket water circulating pump for the engine, a heat exchanger connected to said pump and mounted in said air trunk. and a cooling water pump driven by the engine for supplying cooling water to the heat exchanger.

20. In combination, a transverse air trunk, means forming a generator tunnel communicating with said air trunk, an internal combustion engine mounted on and spaced above said tunnel forming means, a generator in said tunnel having a rotor shaft, said engine having a driving shaft geared to said rotor shaft, a jacket water circulating pump for the engine, a heat exchanger connected to said pump and mounted in said air trunk, and a cooling water pump driven by the engine for supplying cooling water to the heat exchanger, said last-named pump being disposed above said air trunk, said engine having a depending hollow frame saddled on the timnel forming means, said frame comprising a sump for lubricating oil, and an oil cooler for said sump. said oil cooler being connected with the Jacket water circulating pump of the engine.

21. In combination, a vertical internal combustion engine having a crank shaft and having a saddle-shaped frame forming the upper half of a generator tunnel, a trough-shaped plate forming the lower half of the generator tunnel, a generator in the tunnel, a shaft for the generator, gears connecting the two shafts at one end of the tunnel, a heat exchange device across the other end of the tunnel, and a blower driven by the generator shaft and being disposed within the tunnel and serving to move cooling air through the generator and heat exchange device.

22. In combination, an engine, a depending extension on said engine denning a semi-cylindrical inverted trough, a semi-cylindrical troughlike member secured to said extension to form a cylindrical tunnel beneath said engine, generator means in said tunnel geared to said engine, a

pair of spaced vertically extending supporting 5 members engaging said extension and trough'- like member for supporting said engine, means in said tunnel for drawing air therethrough, and air-conduit means disposed exteriorly of said tunnel between said supporting members and connected to opposite ends of said tunnel.

23. In combination, an internal combustion engine having-a crank shaft, acrank case therefor including a pair of outwardly and downwardly arched hollow extensions defining a semicylindrical inverted trough below said crank case, a semi-cylindrical trough-like member having lateral flanges at the edges thereof engaging the depending ends of said extensions for supporting said engine in position, one of said extensions n comprising an oil sump, a generator mounted in the tunnel formed byv said trough-like member and said crank case, means for blowing air through said tunnel, means for controlling the temperature of said air, means in said sump for controlling the temperature of the oil in said sump, and means common to both said controlling means for removing absorbed heat therefrom.

24. In combination, an internal combustion engine having a horizontal crank shaft, a crank case surrounding said shaft, a hollow upwardlyconcaved extension depending from said crank case, a downwardly-concaved trough-like member defining with said extension a cylindrical tunnel beneath said engine, a generator shaft mounted axially in said tunnel and geared at one end to said lcrank shaft, a stator frame mounted in said tunnel, means in said tunnel providins for rotation of said stator frame, said extension w having an inspection opening extending through one side thereof and providing access to said stator frame, and closure means engaging said`\ extension about said opening.

25. In combination, an engine, a crank case therefor, a pair of hollow arched leg portions depending from said crank case and defining with the bottom of said crank case a semi-cylindrical inverted trough, a semi-cylindrica1 trough-like member having means engaging the depending ends of said leg portions for supporting said engine in superposed position thereon and defining with said leg portions and crank case a cylindrical tunnel beneath said engine, and a generator rotor shaft geared to said engine and supported axially in said tunnel.

26. In combination, an engine having a crank case housing open at the bottom, means for closing said housing including a pair of hollow arched depending legs, means engaging the ends of said legs and including an intermediate downwardlyw concaved trough-like portion for supporting said engine, said closing means and said supporting means deinng a substantially cylindrical tunnel beneath said engine, a shaft supported axially of said tunnel and geared to said engine for rotation, a generator within said tunnel mounted on said shaft, and means carried by said shaft for drawing airlthrough said tunnel in contact with said closing means.

27. In combination, a floor member, an in- 7 terna] combustion engine extending above said oor member, a transverse air trunk below said oor member, a generator tunnel below said oor member and including a generator shaft geared to said engine and having a generator mounted u thereon, blower means geared to said generator shaft, means for admitting air i'romabove said iioor member into said tunnel, said blower means drawing air-through said tunnel and discharging said air into said air trunk, and air intakemeans for said engine adapted to drawvair from said air trunk.

28. In combination. an engine having exhaust Jackets, a crank' case for said engine including an integrally formed depending oil sump, water circulating pump means for circulating cooling water through said iackets and said sump, a cylindricai generator tunnel below said crank case, a generator mounted for rotation within said tunnel, means for drawing cooling air through said tunnel, means for controlling the temperature of said air, and mans common to said controlling means and said pump means for removing absorbed heat therefrom.

29. In combination, an having exhaust iackets, a crank casetor said engine including an integrally formed depending, oil sump. -water circulating pump means tor lrcuiating cooling waterA through said Jackets and said sump. a cylindrical tunnel below said crank case. said crank case and sump forming a portion ot the interior wall of said tunnel, a generator mounted i'or rotation within said tunnel. means i'or drawing cooling air through said tunnel in contact with said interior wail, means for controlling the temperature oi' .said air, and means common to s aid controlling means and said pump means tor removing absorbed heat therefrom. 

